Railway-traffic-controlling system and apparatus.



M.H.LOUGHMDGE.

RAILWAY TRAFFIC comnoums SYSTEM AND APPARATUS.

APPL'CATION FILED HOV-15.19M- 1,242,456. Patented Oct. 9.1917.

2 SHEETSSHET l.

wnmalN mvamon Z5 av ATTORNEY ,M. H. Lousunmsg RAILWAY TRAFFLCCONTROLLING SYSTEM AND APPARATUS.

Z SHEETS-SHEET 2.

Patented Oct. 9,1917.

MPLICATION FILED NOV. 15,

MATTHEW H. LOUGHRIDGE, OF BOGOTA, NEW JERSEY.

RAILWAY-TRAFFIC-CONTEOLLING SYSTEM AND APPARATUS.

Specification of Letters Patent.

Patented Oct. 9, 191 7.

Application filed November 15, 1912. Serial No. 731,621.

To all whom it may concern:

Be it known that I, MATTHEW H. LOUGH- moon, born in county Antrim,Ireland, naturalized a citizen of the United States, and a resident ofBogota, in the county of Bergen and State of New Jersey, have inventedcertain new and useful Improvements in Railway-'Iratiic-ControllingSystems and Apparatus, of which the followingis a specification,reference being had therein to the accompanying drawings, forming a partthereof.

Among the principal. objects which the present invention has in vieware: to provide a system as characterized with independent movingmembers, each having a regular permitted area of travel, and stationmeans normally operable to reestablish the permitted area; to provide asystem having movable vehicles, each self-controlled to stop at the endof a predetermined distance period, and a series of devices disposed atintervals and operable to re-initiate the predetermined period of travelprior to the expiration of the preceding period; to pro vide thevehicles above mentioned with an actuating mechanism for the brakesthereon, said mccl'ianism operating in correspondence with the runninggear of the vehicles to actuate the brakes on said vehicles at a certainpredetermined period in the operationof said mechanism; to provide are-initiating api'mratus for said mechanism, operable from the roadhcdto rc-set the operative parts of said mechanism to the starting point inthe operation thereof when impelled thereto l) an obstruction on theroadbed: to provide a simplified and compact construction for themechanism above mentioned: to provide a series of station devices fornormally actuating the re-initiating apparatus during the normaloperation of the ahovc-mcntionml actuating mechanism; to provide aseries of operating blocks. each having a sta'tiondovice of thecharacter mentioned, positioned in advance of the end of its block adistance equal to the travel period in which the said actuatingmechanism is operative: to provide means for automatically re-sett ingsaid actuating mechanism after the expiration of the operating periodthereof; and to provide automatic means for correcting the operation ofsaid actuating mechanism.

In the drawings:

Figure 1 is a p *"s cctive view of a railway vehicle truck havin.aounted thereon a transmission mechanism and a trip mechanismconstructed and arranged in accord ance with the present invention;

Fig. 2 is a sectional elevation of an actuating IHQClHIDlSIl') for alirake setting mechanism constructed and arranged in accordance with thepresent invention;

Fig. 3 is a face view of a dial and pointer used in conjunctiontherewith to show the operation of said actuating mechanism;

Fi'g. dis a detail view showing a portion of the transmission mechanismfor rotating said pointer and the shaft connected therewith;

Fig. 5 is a diagrammatic view showing a section of a track-bed dividedinto blocks and arranged for operation in accordance with the presentinvention;

Fig. 6 is a similar view. showing a modified form of the arrangement anddevices for operating the re-initiating mechanism of said vehicles;

Fig. '1' is a similar view. showing a niodification of the arrangementabove mentioned. and particularly as applied to, and modified by, aswitch turn-out. on the trackbcd.

The present invention consists primarily of two factors; first. anequipment for the locomotive or other moving member of a railway system.constructed and arranged to normally operate at regular intervals to setits brakes: and second. an automatic operating series of blocks. eachhaving station means for rc-sctting or re-initiating said equipment. tocxtcnd or rci stahlish the permittcd area of travel The cquipmcntreferred to is operated from the axle connecting the whccls l1 and 11.which res on the track rails 3 and 3". ()n said axle is fixed a worm 12.with the thread of which the teeth of a worm wheel 13 are in mesh. Thewheel 13 is suitahlv mounted in hearings formed on the truck frame 10.and the ash; of said wheel is connected through a chain 14 to a shortshaft 15, on which is formed a worm 16. The shaft 15 is suitably mountedin brackets 32 projected from a-split plate 33, as best seen 111 Fig. 4of the drawings.

The worm 16 is meshed with the teeth of worm wheel 17 which isfixedlymounted on a short shaft 18. The shaft 18 18 mounted in bearingsformed by a fixed collar 18 and a loose collar 18". The loose collar 18is pocketed to hold on one side the outer end of the shaft 18 and on theother side a compression spring 34. The spring 34 is held in a pocketformed in a bracket 39 mounted on the main frame 30 of the actuatingmechanism.

The split plate 33 is slidably mounted on the frame 30, elongated slotsbeing formed, in said plate 33, through which extend the holding screws33, 33", 33 and 33. The plate 33 and parts mounted thereon are movedforward to force the female member 19 against the male member 19, whichmembers constitute a friction clutch for the transmission of rotarymotion to the shaft 20.

On the shaft 20, and at the outer end thereof, is mounted a pointer hand21, designed to travel over a dial 21, on which are-placed the numbers0, 1000, 2000, and 3000, these numbers indicating the initial orstarting point of travel and the number of feet traveled by the vehicleover the tracks 3 and 3". The dial is further provided with a colorsection 21*, intended to indicate visually that the vehicle isapproaching the pointwhere, if not manually controlled, itwill beautomatically or self-controlled, or stopped, by setting the brakesthereof. The Shaft 20 is retracted to place the pointer 21 over thepoint marked 0, by a spring 24. The spring 24 operates whenever theclutch 19, 19" is released.

It is to release the clutch 19, 19* that I provide cams 3G, 30, the arms37, 37, of which are connected to the rod 9. 'Asthe rod 9 is lifted ordepressed to carry the arms 37, 37 from the normal or horizontalposition, the end extensions of the cams 36, 36bear against lugs 38, 38"on the split late 33, to force the same back, compressmg the spring 34and separating the male and female members 19 and 19 of the clutch. Therod 9 is normally operated in the manner above-indicated when the triparm 5 is engaged and moved by the plunger 4 on the track-bed of therailway. The arm 5 is the free arm of a bell crank, which is pivoted at6 on the journal box or other part of the truck connected preferablydirectly with the wheels of the truck, to avoid the action ofthecarrying sprin s thereon. The connected end of the bel crank ispivoted to the connecting rod 8, which is pivoted to a rocking arm 8".The rocking arm 8 is 5 pivoted suitably in bearings mounted on thetruck, and is pivotally connected at the oposite end to the rod 9. Thearm I) is he d in the vertical or alert position by weight 7.

From the foregoing, it will be seen that when a vehicle having a truckequipped in the manner described, passes over a trackbed provided withdevices having the plun ger 4, the trip arm 5 will be deflected by saidplunger to either raise or lower the rods 8 and 9 to rotate the cams 30and 36*, whether the vehicle be moved forward or backward. As the endsof the cams 36 and 36* are each equally eccentric, the rotation thereofoperates to force backward the lugs 38, 38 and split plate 33, togetherwith the shaft 18 and clutch member 19. This ell'ects, in releasing, themember 19, and the shaft 20 is free to be retracted by the spring 24.until the shaft is arrested by the lug 26 engaging the stop 25, in whichposition, it will be found that the pointer 2i is oppo site the 0 markon the dial 21.

Fixedly mounted on the shaft 30 is a cam 22, on the periphery whereoftravels a wheel 40. The wheel 40 is suitably mounted in the-forked endof the rod 40. The rod 40 is normally depressed by a spring 40 to holdthe wheel 40 on the cam 22. The free end of the rod 40 is suitablyconnccted with a. brakesetting mechanism, with which the vehicle,locomotive, or car is pro vided, such as, for instance, a compressedairoperated brake system. If operated by compressed air, the rod 40 ispreferably connected "with some device or mechanism for reducing thepresspre in the train pipe. The above-mentioned device is not shown inthe drawings.

The cam 22 is arranged on the shaft 20 so that when the pointer 21passes over the section 21 of the dial 21, the peak of the cam 22 liftsthe rod 40 to actuate the brakesetting mechanism of the vehicle ortrain. Thus, it becomes necessary for the continuous travel of thevehicle or train that the clutch members 19 and 19 be released, and thespring 24 permitted to retract the shaft the 20 to itsinitial positionprior to the pointer 21 passing above the section 21. For this purpose,the plungers 4 are disposed in advance of what may be termed theterminal of each block, or in other words, the plunger or plunger-sbelonging to each block of the track-bed overlap the preceding block. Ashereinafter described, the plungers are held in raised or operativeposition when the track is clear for the running of the vehicle ortrain, and lowered or removed from operative position when the track isnot clear, or when, for any reason, the operating mechanisms controllingsaid plungers have become broken or disarranged. It will be rememberedthat when the plungers are in operative position, the trip arm 5 androds 8 and 9 connected therewith, together with the cams 36, 36", areoperated to retract the split plate 33 and to thereby release the shaft20 to permit the spring 24 to retract the pointer 21 and the cam 22 totheir initial points of travel, thus reinitiating the permitted area oftravel for the vehicle or train.

Before proceeding to the description of the block arrangement and thedisposition of the plungers 4, it is thought best to explain theoperation of the cam 23, which is fixedly mounted on the shaft 20 andthe rod 41 with which it is connected. The lower end of the rod 41 isforked to form bearings for the wheel 41. The wheel 41 tracks on the cam23. the peak or high point of which is arranged to follow at a suitableinterval after the peak or high point of the cam 22. Latcrally extendedabove the rod 41,

and in the path thereof, is a small pallet 9", by which the rod 9 islifted by the rod 41. The lifting of the rod 41 reestablishes the activepositions of the cams 36, 36, to effect the. disengagement of the maleand female members 19, 19 of the clutch operatively connecting theshafts 18 and 20.

In this manner, if the engineer or driver of the train or vehicleneglects to rei stablish the operating condition of the actuatingmechanism for the brake-operating mechanism, the same is automaticallyperformed bythe mechanism itself; or, in other words, the engineer ordriver is not calledupou to reestablish or re-arrange said mechanism.In. this manner, provision is made not alone for operating the brakes ofthe vehicle or train if run onto an obstructed block, but provision islikewise made for the reestablishment of the operating condition of saidmechanism.

As shown in the accompanying drawings, it is preferred to operate theplungers 4 electrically, and also to operate them by what is known asthe closed-circuit electric sys tem, or by means of circuits, each of whch normally energizes the solenoid or magnet 1 supported on the road-bedby the stand 2, at the side of the tracks 3 and 3". The operation of thesolenoids 1 in the preferred form of the device normally elevates theplunger 4 into the path of the trip arms 5.

In Figs. 5, (i and T of the drawings is shown a variety of forms ofapplications of the invention. As a rule, the blocks are each providedwith an operating circuit embodying a battery such as indicated in thedrawings by the designations 7, 7a, g7), go and (l, the track rails 3and 3", branch wires T and T, and some form of electric operatingdevices normally active to elevate the plungcrs 4. The batteriesmentioned are connected with .the rails at the far ends of the variousblocks. and the wires T and T of the track relay R are coiinected withthe rails at the inner or entrance end of said blocks, while theplungers are each dis osed in advance of said entrance end of the lock adistance calculated with reference to the traflic conditions, agreeableto the proper application of the brakm to arrest the train prior toentering the block to which the plungers belong, in the event of theplungers failing to operate to extend the permitted area of travel ofthe vehicle or train. 3y means of this arrangement, each Vehicle ortrain, after entering a block, operates to shunt the wires T, T andoperating devices connected therewith, to permit the plunger 4 to dropfrom the path of the trip arms 5, which thus failing to re-initiate theactuating mechanism for the brake-setting mechanism, permits the same toautomatlcally set the brakes of the vehicle or train.

In Fig. 5 of the drawings, and at the lefthand end thereof, anarrangement is shown whereby the plunger 4 for permitting travel of thevehicle on the block A-B, is manually controlled. In this arrangement,the solenoid 1 is placed in circuit with the battery P by means of aswitch M and wires a, 3 I'Vhen the switch is closed, as shown, theplunger is elevated. When an operator desires to close the block AB, hepulls the switch M, which thereby de'c'nergizes the solenoid 1,permitting the plunger 4 to drop, with the consequent effect ontheactuating mechanism for the brake-setting mechanism of the nextsucceeding train, of causing the brakes thereof to set if the trainpasses the station a where said plunger 4 is disposed.

The preferred form of arrangement is that shown in Fig. 5 in relation tothe block BC. In this arrangement, it will be seen, the local circuitembodying ,the wires :12, 7 and the battery P is controlled by a switchmember m. The switch member constitutes an armature for anelectro-magnct R. The electro-magnet R is incorporated in the circuitembodying the rails 3, 3 and battery gb.

In operation, it will be seen that when the block BC is clear, thecircuit embodying the battery 5 energizes the magnet R to draw thearmature switch m, to the terminal K, thus completing the local circuitembodying the battery P and solenoid 1. The solenoid being thusenergized, the plunger 4 is lifted into the path of the trip arms 5. Inthis position, the vehicle or train, when passing the station 7), willbe operated upon to re-initiatc its permitted area of travel. which ismeasured to terminate at the break between the blocks B 1 and C-D.

. If the track-bed is equipped throughout with a system having thisarrangement, then a second local circuit embodying the solenoid 1 ouldbe set opposite the station 0, and again repeated at the station d.

If. in the operation of trains, a vehicle passes on the block B-Cbetween the wires T, T and the battery gb, the magnet R is deenergizedto release the armature. The armature switch at moves out of engagementwith the contact K, thereby breaking the local circuit in which thesolenoid l is mcorporated. The solenoid 1 being thus deenergized, theplunger i is permitted to fall, and thus pass out of the path of thetrip arms 5. It will now be seen that should a followin train or vehicleundertake to enter the bloc B-C, the actuating mechanism for thebrake-setting mechanism thereof would fail to be re-set, and the cam 22would lift the rod 40 up, to actuate the brake-set ting mechanism whenthe train arrived at the station 6, or before the train passed onto theblock B-C.

The arrangement of the solenoids, c rcuits and operating ma etsconnected with the block CD and t e block beyond D, provides for asystem where it is desired to operate over two or more blocks and thus.

to' lengthen the operating intervals between vehicles. Referring to thedrawings, it Wlll be noted that opposite the stations 0 1 show asolenoid 1, having a local circuit as, y, battery P and armature switch121., as in the arrangement opposite the station 6. Also, the branchwires T, T and relay or magnet R operates the armature switch n whenenergized to complete said local circuit. This circuit, with acorresponding plunger 4 and solenoid 1, operates to control theadmission to the block C D.

It will also be noted from Fig. 5 that a second solenoid 1 and acorresponding plunger 4 located near but in a different horizontal planefrom plunger 4 above described, are provided at the station 0. Solenoid1is controlled by two block sections CD and D-- through relays R and Rdrespectively. The controlling circuit can be traced from contact kc,armature m of relay R, wire as, battery P at location D, contact lad,armature m of relay Rd for section D and wire 3 to other side ofsolenoid.

When the track-bed is thus equipped, the vehicles operated thereon areeach provided with a second actuating mechanism, the transmission ofwhich is geared down, to provide a distance interval of travel for thevehicle twice that provided by the above described mechanism.

, It will bemoted. that when a vehicle such as that indicated'by W inFig. 5 of the drawings, passes onto the block U-D, it deenergizes themagnet R, and by releasing the switches m and m', opens the localcircuits and deenergi-zes the solenoids 1 and 1 to permit the plungers 4and 4 to move out of the path of the trip arms 5 of succeeding vehiclesor trains.

If a following vehicle or train passes into the block O'D while thevehicle W is in engage the arm 5 ing over blocks CD and D.

said block, its brake-setting mechanism would be operated by reason ofthe plunger 4 failing to engage the arm 5 thereof. If the vehicle Wpasses out of the block C-D before the following train reaches thestation a, then the plunger 4 will be elevated to of the brake-settingactuwhile the plunger 4 will lowered when the train is pass- As thefollowing vehicle now passes the station 0, the first-mentionedbrake-setting actuating mechanism is re-initiated, but thesecondmentioned actuating mechanism by avoiding the second arm 5 permitsthe set of the brakes. The engine driver may ascertain by consulting thepointer 21 that the brakes were set by the controls of the block aheadof that next succeeding. It is understood that for the second brakesetting actuating mechanism above mentioned a suitable signal may besubstituted.

As distinguished from the former state of the art, the present inventionprovides for operating the controls in systems wherein the blocks areunequal in length and independently if desired by the blocks and areregulated by the traiiic needs of the railating mechanism,

remain l ig. 6 of the drawings is employed to show a system wherein theblocks are of unequal length, and where they are partially controlled bysemaphores or visible signals, which semaphores are operated in conuncti0n with the plungers l by means of the solenoids 1, or equivalentdevices. In this figure the normal length of block for which theactuating mechanism is set, 1s indicated by the distance F. The block ABis arranged to illustrate the application of the system to blocks longerthan the normal length, the assumed excess distance in this case beingindicated by G. As in the arrangement disclosed in Fig. 5 of thedrawings, the operating stations (1 and b are slightly in admnce of theseparations between the blocks indicated by A and B. It is evident thatif the plunger l at the stat on a should engage the arm 5 and rein tiatethe actuating mechanism, the permitted travel period would expire beforethe vehicle reached the station I) or when it is from it a distanceequivalent to G, with the effect that the vehicle or train would bestopped by the setting of its brakes in the manner described. To avoidthis, a second plunger 4 and a second solenoid 1* are placed in the pathof the arms 5 at a distance backward from the station equal to thetravel period of the vehicle above referred-to that'is, to the normallength of block F. The solenoids 1 and 1, with their respective plungers4 and 4, are both in circuit with the ba teryili, and are controlled bythe closing. of the armature switches m and m upon the contacts [a andIca. The armature switches m, m are con trolled by the magnet It, whichis normally energized by the battery ya belonging to the block AB. Theplunger 4* has at the bottom a cross piece, which, when said plunger iselevated, engages the contacts 1: to complete a local circuitindependently of relay R embodying the solenoid 1. Part of this circuitis the spring S, which is disposed beside the track 3 and arranged to bedepressed by the wheel of a passing vehicle. Normally, the springcontact S engages the contact is forming local circuit in which thesolenoid 1 is incorporated. When a roadbed is thus equipped, and. whenthe block AB is clear, a vehicle, in passing the plunger 4 at thestation a, has its actuating mechanismv reset or re-initiated thereby.Normally, the local circuit embodying the battery P, solenoid 1,contacts Ic 7;, is and spring contact S, is closed, and the plunger 4 iselevated to complete the circuit through the contacts 1 When the vehiclepasses the junction with the rails 3, 3 and the wires T, T, the magnet Rat the station a is del nergized, and the armature switches m, m aredropped from the contacts In and 70*, opening the local circuitembodying the solenoid 1., and also opening the brahch circuit havingthe Wire in and the contact is. The immediate result ofthe deenergizingof the solenoid 1 is to drop the plunger 4, closing the block A- B to. afollowing vehicle or train. Solenoid 1, when energized, remainsenergized independently of relay R by a holding circuit until switch Sis opened by a passing train. Thisholding circuit can be traced frombattery P, wire y, solenoid 1 switch S, contactla, wire to contacts 70and k and wire to other side of battery. The plunger 4* is therebymaintained in elevated osition until the vehicle or train on the. blocA-B passes said plunger and operates the spring contact S to separate itfrom the contact In. This break in the local circuit de'e'nergizes thesolenoid 1, and drops the plunger 4! from the contacts k is, but priorto this drop of'the plunger 4, the same has engaged the arm 5 andre-initiated the actuating mechanism on the vehicle, renewing therebythe permitted area of travel for the vehicle, or reestablishing theactuating mechanism to o erate at or approximate to the end B of thelock A'-B. It will be understood that the auxiliary plunger 4* is placedwith reference to the end of the block backward therefrom a distancecorresponding to the area of travel for which the actuating mechanismabove described, is designed. It will be understood that while I havedescribed the use of one auxiliary plunger and solenoid having aself-closed circuit,

art of the more than one may be used where needed, to provide forunusual lengths of blocks, but in every case, the last auxiliary plungerand solenoid will be disposed at a distance from the end of the blockcorresponding with the travel area provided in the actuating mechanism.I

From the above, it will be seen that the plungers 4 and 4 are droppedsuccessively, and that both remain in this position until the vehiclepasses out of the block AB, when the magnet R at the station a isreenergized, to close the switches m and m and the local circuitsembodying the solenoids 1 and 1*, the latter using the wire at and theclosed spring contact S. With the lift of the plunger 4, the independentlocal circuit for the solenoid 1 is closed by the plunger engaging thecontacts k, 76 and the instruments at the station a are simultaneouslyreestablished in position to re-initiate the traveling area of thevehicle passing onto and from the block A-B.

The above description has undertaken to show the adaptation of thesystem to a block longer than the travel area permitted by the actuatingmechanism carried by the vehicle. The blocks BC and C-D are designed toshow the adaptation of the system to blocks having a lesser area oftravel than that permitted by the actuating mechanism. The solenoid 1and pluhger 4 at the station I) are arranged and operated as abovedescribed. The circuit embodying this solenoid, however, controlsthrough blocks B--C and CD by contact 705 of relay for section BC, wireg and contact Inc of relay for section C-D, battery P and return Wire a:to solenoid. Therefore, the circuit operating to reiinergize thesolenoid 1 at the station 7) is not closed until after the vehiclepasses out of the block CD.

The permittedarea thus established at b expires within the block sectionCD which is a lesser distance than that over which the plunger at b iscontrolled. Within this distance another plunger is located at 0controlling through the blocks CD and DE by the contact kc of trackrelay R for section CD, Wire y, contact kcl of relay R for section DE,battery P and return wire Thus the permitted area established at 0expires Within the block section D-E, which is a lesser distance thanthat through which the plunger at 0 controls, Within this distanceanother setting device is located at d innormal relation to block D-Ewhich is of normal length, thus establishing normal conditions forsucceeding blocks of uniform length. used to mark each block.

It will thus be seen that the plungers 4 control through succeedingshort blocks until the normal'lengtli of block is equaled or exceeded,this condition being repeated at The semaphore signals L may be eachshort block. When a block or normal greater than normal length isreached,

Ul' the last plunger is located the normal distaii c from the end ofthisblock so that under no conditions can a plunger give permission toproceed over a greater track than is clear.

The apparatus shown at the station 0 at the beginning of the block E .isconstructand arranged as shown and described as at the station I) inFig. 5. V

In Fig. 6 of the drawings, I have shown at each of the operatingstations the plungers 4 as mechanically connected by means of an arm Nwith asemaphore D. By this means, it willbe understood that if it isdesired to incorporate the visual signal, such as the semaphore L, withthe control system herein disclosed, this may be accomplishedsubstantially in the manner indicated.-

In Fig. 7 an adaptationof the system to two distinct purposes isshown,.namely an arrangement for making the brake setting mechanismefiectivc at any desired point on the track. Control of the train withinthe block may be desirable Where the speed is high and where thesucceeding block is short, or where there is not suflicient distance tostop the train before encountering-an obstruction. A train running atnormal speed and failing to have its brakes setting mechanismreinitiated at station b forinstance, would not have sufficient distancein which to stop before reaching station 0; if however,

the train is controlled to a safe speed before reaching station 6, thiscondition will not occur. This is secured by controlling the speed ofthe train withinthe block A- -B so that it will not be exceeding a safespeed when passing the point I). v

For this purpose a plunger is located at A, the solenoid of which iscontrolled in multiple circuit with the solenoid of the plunger at b bythe Wires '1 a and sea.- The plunger located at A. per orms a functionsimilar to plunger 4 in Fig. 5, that is, it operates a second, orcaution brake actuating mechanism applied to control the speed of thetrain and, if desired, for operating a suitable signal. In practice,when block BG is obstructed, a following train mayproceed at high speedfrom A to A. At the latter point a caution signal becomes effective,requiring before reaching station b so that the train may be able tostop within the short block B-C. \Vhen block B-O'., is clear, theplunger at location A reinitiates the cantion brake setting mechanism,thus allowing high speed to be maintained.

In Fig. 7 of the drawin station rl thereof indicated t ereon, theapplication of the system to obtain control at a switch is shown. Theplunger 4 and solenoid 1 for operating the same; at the station 'to thesystem length of a reduction in speed and at the.

d are similar in construction and operation shown and described as atthe station 6 in Fig. 5. The local circuit for energizing this solenoidhowever, incorporates a spring contact member S, which is mechanicallyconnected with the movable member 3 of a switch,'to be moved in unisontherewith. When the switch is closed,

or the main track is clear, the contacts,

through the rod 0, is moved to engage the contact K, which completes thecircuit energizing the solenoid 1, and lifts the plunger. 4 thereof intothe path of-the arms 5, to re-initiate the actuating mechanism of thepassing vehicle or train. When, however, the member 3" is moved to closethe switch or turn-out, the contact S is removed from the contact is,and the circuit is broken, denergizing the solenoid, and dropping theplunger 4, to permit the actuating mechanism to set the brakes on thepassin vehicle. The vehicle, on passing onto the yond D on the mainline,or onto the turnout, shunts the'magnet R at the station d, andthereby drops the switch member to open thee'ircuit embodying thesolenoid 1, permitting the plunger 4 to drop'to inactive position.

It will be noted that in this fi re the station 03 is located at, ornear, t e point of obstruction which. it is desired to protect and inorder to secure this effect and' maintain the normal operation of thesystem, the short block B--C is introduced between this block and theblocks to the rear of normal length as A-B. The plunger at b contrblsthrough sections B-C and CD similar to that at 0., Fig. 6. It will thusbe observed that by an arrangement of this kind; it is possible to makethe brake setting mecha nism operate to stop'the train at any point onthe track desired while maintaining complete block protection. I a

In the operation of railway trafiic, and under the varying weatherconditions, provision should be made for the slipping of the wheelsonthe track incident to faulty application of brakes, or unforeseenconditions of the tr k. Where the actuating mechanism is c ll' iven by,the' wheels of a vehicle, this slip age may result from variancebetween tli operating period of the brake-setting actuating mechanismand the travel area pmvided on the road-bed. To accommodate this, Iprovide for theplace ment of the plungers '4 in advanee'of thetermination 0 each of said blocks, or of the operating point undernormal conditions, for t e actuating mechanism. In sections oi trackwhere theliability to such inaccuracy nism of each vehicle withreference to the operating'station thereof.

Whil I have herein described the construction'and operation of thepointer 21 and mechanism connected therewith as actuating thebrake-settin mechanism at a predetermined. time, it will be understoodthat the same may be utilized to show any failure on the part of saidmechanism to operate. If the driver of the vehicle at any time notesthat the pointer 21 is not moving, this fact will immediately advise himthat the mechanism is not operating, and is not to be relied upon.

Where, as above described, two or more actuating mechanisms areemployed, having dials such as 21" and ointers 21 moving thereover, thetransmission mechanism connecting the running gear of the vehicle andthe shaft 20 of each of said actuatin mechanisms may be so varied thatover apping systems may be employed to o erate for setting the brakesindependent y, or in the nature of cab signals.

Having thus described my invention and shown some methods of how it maybe applied, I claim:

1. In a railway traflic controlling system, the combination on alocomotive, of a moving indicator driven by reduction gearing from therunning wheels, a cam revolving with said indicator, a member forcontrolling said locomotive, said member operated by said cam, said cambeing adjustable to operate'said member at any position relative to theposition of said indicator.

2. In a railway trafiic controlling system, the combination on alocomotive, of a friction clutch, a plurality of shafts, one of saidshafts driven by reduction gearing from the running .wheels, acontrollin mechanism connected with the other sha said shafts connectedby said friction clutch, means for disconnecting said friction clutchand means for setting said mechanism to the starting position when sodisconnected.

3. In a railway traflic controlling system and apparatus, in which thetrack is divided into blocks or sections, the combination of anindicator consisting of a dial having a revolving pointer, said pointerbeing driven by reduction gear from the locomotive wheels, a trip armplaced alongside of the tracks near the beginning of each of saidblocks, and means operated by the trip arm for setting said pointer tothe starting position before entering a block or section, the

angular movement of the pointer .on the dial indicating the distance thelocomotive has traveled in said block or section.

4. In a railway trafiic controlling system and apparatus the combinationon a locomotive of an indicator consisting of a dial having a revolvingpointer driven by a reduction gear from said locomotive Wheels, a

trip arm placed alongside of the track, means operated by said trip armfor setting said pointer to the starting position.

5; In a railway traflic controlling system and apparatus, thecombination, a track divided into a plurality of block sections, alocomotive having a controlling mechanism, said mechanism embodying aplurality of moving'members and connecting means, one of said'IIIGITlbBISdl'iVBIl by the movement of said locomotive on said track,another shaft driven by said connecting means from said first mentionedmember, devices on the track disposed with relation to said blocksections and means for releasing said connecting meansby said trackdevices.

6. In a railway traflic controlling system and apparatus, a trackdivided into a plurality of block sections, a locomotive having acontrolling mechanism embodying a plurality of moving shafts andconnecting means, one shaft driven by the movement of said locomotive onsaid track, another shaft driven by said connecting means from saidfirst mentioned shaft, devices on the track responding to clear trackconditions in said block sections and means for releasingsaid connectingmeans by said track devices when said block sections are .clear.

7. In a railway traflic controlling system, the combination, a track, alocomotive having a controlling mechanism, said mechanism embodying aplurality of shafts and connecting means, one of said shafts driven bythe movement of said locomotive on said track, another shaft driven bysaid connecting means from said first mentioned shaft and having a camfixed thereon, means for releasing said connecting means by the movementof said cam.

8. A. vehicle having an automatic brakeactuating mechanism operable atfixed intervals; and a track-bed having blocks; each provided withstations to normally suspend the operation of said brake-actuatingmechanism, one of said stations being removed from the terminal of eachblock-a distance corres nding with said intervals, and the other (32ndstations being removed from said termi said intervals. 7

'9. A vehicle having an automatic brakeactuating mechanism operable atfixed intervals; a track-bed having blocks, each ro-' vided withstations to normally suspen the operation of said brake-actuatingmechanlsm, one of said stations being removed from the terminaLof eachblock a distance correspondin with said intervals, and the other of saistations being removed from said. terminals a distance greater than saidintervals; and means 0 nable by a vehicle in assing, for suspending theoperation of sai stations sncoessivel 10, A vehiclehaving an automaticbrakenals a distance greater than actuating mechanism operable at fixedintervals; a track-bed having'a plurality of blocks of various lengths;and a plurality of operating stations on said track-bed, for suspendingthe operation of said brake-actuating mechanism, ing controlled by oneof said blocks and disposed in advance of the terminal thereof adistance corresponding with said intervals. 11. A vehicle having anautomatic brakeactuating mechanism operable at fixed intervals; atrack-bed having a plurality of blocks of various lengths; a pluralityof operating stations on said track-bed, for suspending the operation ofsaid brake-actuating mechanism, each of said stations being controlledby one of said blocks and disposed in advance of the terminal thereof adistance corresponding with said intervals; and means automaticallyoperable for re-initiating the operation of said brake-actuatingmechanism.

12. A vehicle having an automatic bral eactuating mechanism operable atfixed 1ntervals; a track-bed having a plurality of blocks of variouslengths; a plurality of operating stations on said track-bed, for suspending the operation of said brake-actuatin mechanism, each of saidstations being controlled by one of said blocks and disposed in advanceof the terminal thereof a distance corresponding with said intervals;andmeans embodied in said brake-actuating mechanism for automaticallyre-initiating the operation of said mechanism after the same has beensuspended.

13. A vehicle having a brake-actuating mechanism automatically operableat fixed intervals; a driving mechanism for said brake-actuatingmechanism, embodying carrying tracting said brake-actuating mechanismwhen released from said driving mechanism to the starting pointmechanism; a releasing mechanism for sald brake-actuating mechanism,embodying a movable member operable from the trackbed; a track-bedhaving a series of blocks; a plurality of adjustable interferencemembers normally disposed in the path of said movable member, each ofsaid interference members being disposed in advance of the terminal ofone of said blocks; andoperating means for said interference members,

disposed in each of said blocks, for normally holding said interferencemembers in the path of the movable member of said releasing mechanism.-

14. A vehicle having a brake-actuating mechanism automatically operableat fixed intervals; a driving mechanism for said brake-actuatingmechanism, embodying carrying wheels of said vehicle; means forretracting said brake-actuating mechanism when released from saiddriving mechanism each of said stations be-' wheels of said vehicle;means for reof said brake-actuating.

when inoperative, permitting said interference member to moi e out ofthe path of the movable member of said releasing mechanism.

15. A system as characterized, having a track-bed; a plurality ofvehicles moving thereover; an indicator carried by each vethereof;anvassociated mechanism for controlling said vehicles having a movingcam operatively connected with said indicator; and means operativelyconnected with .said cam for operating said associated mechanism. V

16. A system as characterized, having a track-bed; a plurality ofvehicles moving thereover; an indicator carried by each vehole anddriven by the carrying wheels thereof; an ass. ated inechanism forcontrolling said vehicles having a moving cam operatively connected withsaid indicator; means operatively connected with said cam for operating.said associated mechanism; and means for altering the operativemovement of said cam.

17. A system as characterized having a track-bed; a plurality ofvehicles moving thereover; a controlling mechanism carried by eachvehicle embodying a plurality of moving members and a moving indicator,one of said members driven by the running wheels of said vehicle; mean'spermanently disposed at predetermined points on the track-bed forautomatically re-setting said mechanism, said indicator disclosing theoperatlve condition of said mechanisml 18; railway trailic controllingsystem COIIIPIISIIIg automatic trailic controlling means carried on arailwayvehicle and havmg a retarding and a non-retarding condition, thesaid means being constructed and hide and driven by the carrying wheelsarranged to assume retarding condition a railway track, 8. ve-.

hicle adapted to travel thereon, a controlling mechanism on said vehiclearranged to operate at fixed intervals, said mechanism embodying meansfor resetting itself at fixed intervals of travel of said vehicle.

20. In combination, a railway track, a vehicle adapted to travelthereon, a controlling mechanism on said vehicle arranged to operate atfixed intervals of travel, said mechanism embodying means for resettinitself at intervals of travel greater than sald fixed intervals.

21. In combination, a railway track, a vehicle adapted to travelthereon, a controlling mechanism on said vehicle arranged to operate atfixed intervals of travel, devices on the trackway to reset saidmechanism, said mechanism also embodying means for resetting itself whensaid track means fail to reset it.

22. In combination, a railway track, a vehicle adapted to travelthereon, a controlling mechanism on said vehicle arranged to operate atfixed intervals of travel, devices on the trackway adapted to reset saidmechanism, said mechanism embodying means for resetting itself aftersaid operation.

23. In a railway trafiic controlling system, the combination,-a track, alocomotive having a controlling mechanism, said mechanism embodying aplurality of moving members, one of said members and connecting means,driven by the movement of said locomotive on said track, another memberdriven by said connecting means from said first mentioned member andhaving a device for releasing said connecting means by its move ment.

24. In combination, a railway track, a vehicle adapted to travelthereon, a control ling mechanism on said vehicle arranged to operate atfixed intervals of travel of said. vehicle, a block system dividing saidtrack into sections of various lengths, devices located on said track atintervals, each controlled by said block system over a greater portionof track than said fixed interval, said devices being located in spacedrelation to each other a distance not exceeding said fixed interval,said devices arranged to set said controlling mechanism away fromcontrolling position.

25. In combination, a railway track, a vehicle adapted to travelthereon, a controlling mechanism on said vehicle arranged to operate at.fixed intervals of travel of said vehicle, a block system dividing saidtrack into sections of various lengths less than said fixed intervals,devices located on said track at intervals controlled by a plurality ofsaid block sections, said devices arranged to set said controllingmechanism away from controlling position.

26. In combination, a railway track, a ve hicle adapted to travelthereon, a controlling mechanism on said vehicle arranged to operate atfixed intervals of travel of said vehicle, a block system dividing saidtrack into sections of various lengths exceeding said fixed interval, aplurality of devices located in each block and arranged to set saidcontrolling mechanism away from controlling position, said devicesspaced not exceeding said fixed interval apart, and the last devicespaced. said fixed interval from the end of said blocks. I

27. In combination, a railway track, a vehicle adapted to travelthereon, a plurality of controlling mechanisms on said vehicle eacharran ed. to operate at fixed intervals of travel 0? said vehicle, ablock system dividing said track into sections, a plurality of deviceslocated on said track and controlled by said block system, said devicesarranged to set said mechanism away from controlling position, thecontrol of each device being arranged to correspond with the said fixedinterval of the particular mechanism which it operates.

28. In combination, a railway track, a vehicle adapted to travelthereon, a controlling mechanism on said vehicle driven by the runninggear and arranged to operate at fixed intervals of travel of saidvehicle, a

block system dividing said track into blocks,

devices on the track controlled by said block system for setting saidmechanism away from controlling position, said devices lorated a certaindistance Within the preceding fixed interval to provide forirregularities in said drive.

In witness whereof, I have hereunto subscribed my name in the presenceof two witnesses,

MATTHEW H. LOUGIIBIDGE "itnesses JAMES MoGnnGoR, M D. Kroner,

